Rudder twist lock method and apparatus

ABSTRACT

An example of an aerial vehicle includes a rudder removably connected to the aerial vehicle by a twist lock mechanism. The twist lock mechanism is biased in a locked position by an elastic member.

This Application is a Divisional of U.S. application Ser. No.15/895,192, filed on Feb. 13, 2018. The entire contents of U.S.application Ser. No. 15/895,192 are incorporated herein by reference intheir entirety.

BACKGROUND

This section provides background information to facilitate a betterunderstanding of the various aspects of the disclosure. It should beunderstood that the statements in this section of this document are tobe read in this light, and not as admissions of prior art.

Some aircraft, such as, but not limited to, unmanned aerial vehicles(UAVs) comprise upper and lower rudder surfaces moving in tandemconfigured such that the upper rudder may be attached or detached fromthe lower rudder without disassembling the fuselage of the UAV.

SUMMARY

An example of a twist lock for connecting a tail surface in an aerialvehicle includes a cylindrical base supporting an elastic member, acylindrical shaft including a channel, and a tang extending from thecylindrical base and biased by the elastic member to a locked positionat an end of the channel.

An example of an aerial vehicle includes a rudder removably connected toan aerial vehicle by a twist lock, the twist lock biased in a lockedposition by an elastic member.

An example method of removably attaching a rudder to an aerial vehicleincludes inserting a base attached to one of the aerial vehicle and therudder into a hollow shaft attached to the other of the aerial vehicleand the rudder and a tang extending from one of the base and the hollowshaft into a channel formed in the other of base and the hollow shaft,and biasing the tang with an elastic member into a locked position inthe channel thereby securing the hollow shaft and the base together.

This summary is provided to introduce a selection of concepts that arefurther described below in the detailed description. This summary is notintended to identify key or essential features of the claimed subjectmatter, nor is it intended to be used as an aid in limiting the scope ofclaimed subject matter.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure is best understood from the following detaileddescription when read with the accompanying figures. It is emphasizedthat, in accordance with standard practice in the industry, variousfeatures are not drawn to scale. In fact, the dimensions of variousfeatures may be arbitrarily increased or reduced for clarity ofdiscussion.

FIG. 1 is a perspective view of an unmanned aerial vehicle in anairplane mode of operation according to aspects of the disclosure.

FIG. 2 is a perspective view of an unmanned aerial vehicle in ahelicopter mode of operation according to aspects of the disclosure.

FIG. 3 is a schematic view of a power and control system according toaspects of the disclosure.

FIG. 4 is a partial perspective view of an upper rudder attached to alower rudder according to one or more aspects of the disclosure.

FIG. 5 is a partial, exploded perspective view of an upper rudderdetached from a lower rudder according to one or more aspects of thedisclosure.

FIG. 6 is an exploded perspective view of a twist lock mechanismaccording to one or more aspects of the disclosure.

FIG. 7 is a perspective view of a twist lock mechanism in operationaccording to one or more aspects of the disclosure.

FIG. 8 is a perspective view of a twist lock mechanism in operationaccording to one or more aspects of the disclosure.

FIG. 9 is a perspective view of a twist lock mechanism in operationaccording to one or more aspects of the disclosure.

DETAILED DESCRIPTION

It is to be understood that the following disclosure provides manydifferent embodiments, or examples, for implementing different featuresof various embodiments. Specific examples of components and arrangementsare described below to simplify the disclosure. These are, of course,merely examples and are not intended to be limiting. In addition, thedisclosure may repeat reference numerals and/or letters in the variousexamples. This repetition is for the purpose of simplicity and clarityand does not in itself dictate a relationship between the variousembodiments and/or configurations discussed.

In the specification, reference may be made to the spatial relationshipsbetween various components and to the spatial orientation of variousaspects of components as the devices are depicted in the attacheddrawings. However, as will be recognized by those skilled in the artafter a complete reading of the present disclosure, the devices,members, apparatuses, etc. described herein may be positioned in anydesired orientation. Thus, the use of terms such as “above,” “below,”“upper,” “lower,” or other like terms to describe a spatial relationshipbetween various components or to describe the spatial orientation ofaspects of such components should be understood to describe a relativerelationship between the components or a spatial orientation of aspectsof such components, respectively, as the device described herein may beoriented in any desired direction.

Referring to FIGS. 1 and 2, unmanned aerial vehicle (UAV) 100 isillustrated in an airplane mode of operation and a helicopter mode ofoperation. UAV 100 generally comprises fuselage 102, wings 104, tailsurfaces 106, and rotor system 140. Wings 104 may be adjustable betweena deployed position when UAV 100 is in airplane mode or a foldedposition when UAV 100 is in helicopter mode. Most generally, UAV 100 maybe selectively operated in airplane mode, helicopter mode, andtransition modes therebetween during which the UAV 100 may selectivelyswitch between airplane mode and helicopter mode during flight. UAV 100may selectively remain in a transition flight mode for a period of timelonger than necessary to switch between airplane mode and helicoptermode.

Rotor system 140 includes independently driven blade assemblies 142,144. Blade assembly 142 is driven about axis of rotation 150 indirection 146 and blade assembly 144 is driven in a counter rotationdirection about axis of rotation 150 in direction 148. As such, thecounter rotation of blade assemblies 142, 144 prevents wholesalerotation of UAV 100 without the use of a tail rotor or other anti-torquesystem and/or device. When the UAV 100 is in the helicopter mode ofoperation, changes in the relative speed of blade assembly 142 and bladeassembly 144 may produce changes in yaw positioning of the UAV 100.However, when UAV 100 is in the airplane mode of operation, changes inthe relative speed of blade assembly 142 and blade assembly 144 mayproduce changes in roll positioning of UAV 100.

UAV 100 may be referred to with a three-dimensional coordinate systemcomprising first axis 110 and second axis 112 orthogonal relative tofirst axis 110. Third axis 114 is normal to a plane shared by first axis110 and second axis 112. First axis 110 extends generally along a lengthof UAV 100 and substantially parallel to a length of fuselage 102.Second axis 112 extends generally parallel to a length or span of wings104. When UAV 100 is operating in the airplane mode, first axis 110 isgenerally associated with forward-rearward directionality, second axis112 is generally associated with left-right directionality, and thirdaxis 114 is generally associated with up-down directionality. However,because UAV 100 may operate in a variety of orientations, it is furtherhelpful to understand that when UAV 100 is operating in the helicoptermode, first axis 110 is generally associated with up-down directionalitywhile second axis 112 and third axis 114 are generally associated withlateral directions.

Referring to FIG. 3, UAV 100 further comprises power and control system(PCS) 116. PCS 116 comprises the components necessary to power andselectively control operation of UAV 100 as a whole. More specifically,PCS 116 comprises components configured to selectively power and controlat least rotor system 140, wings 104, and tail surfaces 106. PCS 116includes battery 118 for providing electrical energy to power one ormore components of the UAV 100. PCS 116 includes wing actuator 120configured to move wings 104. PCS 116 further includes inner drive motor122 and outer drive motor 124. Inner drive motor 122 may be powered bybattery 118 to selectively provide rotational power to one of the twoindependently driven blade assemblies of rotor system 140. The outerdrive motor 124 may be powered by battery 118 to selectively providerotational power to the other one of the two independently driven bladeassemblies of rotor system 140. PCS 116 includes tail surface actuators136 that are operatively mounted within fuselage 102 and are configuredto selectively actuate tail surfaces 106.

PCS 116 includes flight control computer (FCC) 126 configured to managethe overall operation of UAV 100. FCC 126 is configured to receiveinputs from flight sensors 128 such as, but not limited to, gyroscopes,accelerometers, and/or any other suitable sensing equipment configuredto provide FCC 126 with spatial, positional, and/or force dynamicsinformation, data, and/or feedback that may be utilized to manage theflight and/or operation of UAV 100. PCS 116 may include GlobalPositioning System (GPS) components 130 configured to determine,receive, and/or provide data related to the location of UAV 100 and/orflight destinations, targets, no-fly zones, preplanned routes, flightpaths, and/or any other geospatial location related information. GPScomponents 130 may be configured for bidirectional communication withFCC 126, unidirectional communication with the FCC 126 being configuredto receive information from GPS components 130, or unidirectionalcommunication with FCC 126 being configured to provide information toGPS components 130.

PCS 116 may include wireless communication components 132, such as, butnot limited to, radio communication equipment configured to send and/orreceive signals related to flight commands and/or other operationalinformation. Wireless communication components 132 may be configured totransmit video, audio, and/or other data gathered, observed, and/orinformation otherwise generated, carried by, and/or obtained by UAV 100.Payload 134 of PCS 116 may include a video camera, thermal camera,infrared imaging device, chemical sensor configured to determine apresence and/or concentration of a chemical, a weapon, and/or any othersuitable payload. Payload 134 may be configured to provide informationor data to FCC 126 and FCC 126 may be configured to control and/ormanipulate payload 134. Each of the components of PCS 116 that requireelectrical energy to operate may be powered by battery 118.Alternatively, battery 118 may be replaced and/or supplemented withother sources of electricity, such as, but not limited to, capacitors,photovoltaic solar cells, fuel cells, and/or any other system orcomponent configurable to provide electrical energy to components of UAV100.

Referring to FIGS. 4 and 5, tail surfaces 106 include taileron 402,taileron 404, rudder 408, and rudder 410. Tailerons 402, 404 are flightcontrol surfaces that combine the functionality of ailerons and tailsections of a typical fixed wing aircraft. Tailerons 402, 404 are usedto control the aircraft in movement around the aircraft's longitudinalaxis and control pitch of the aircraft in movement around the aircraft'slateral axis, which normally results in a change in flight path due tothe tilting of the lift vector. Movement around the aircraft'slongitudinal axis is called rolling or banking. Rudders 408, 410 areused primarily to counter adverse yaw and are not the primary controlused to turn the airplane. A rudder operates by redirecting airflow thatpasses over the control surface, thus imparting a turning or yawingmotion to the aircraft.

Each taileron 402, 404 includes frame 412, skin 414, shaft 416, andflange 418. In the interest of clarity, taileron 402 is described hereinwith the understanding taileron 404 is similarly configured. Skin 414envelops frame 412 to create a tail surface that directs airflow. Shaft416 extends from frame 412. Flange 418 extends from shaft 416. Flange418 is connected to tail surface actuators 136. Shaft 416 has centrallongitudinal axis 420. Taileron 402 and taileron 404 extend generallyhorizontally from fuselage 102 in a direction generally parallel withsecond axis 112. When acted on by tail surface actuators 136, eachtaileron may pitch or rotate about central longitudinal axis 420relative to fuselage 102. Tailerons 402, 404 may rotate about theirrespective longitudinal axes independently from each other.

Rudder 408 includes frame 422 and skin 424. Rudder 410 includes frame432 and skin 434. Skins 424, 434 wrapped around frames 422, 432,respectively, create tail surfaces that affect airflow. Shaft 426extends from frame 422. Shaft 436 extends from frame 432. Flange 438 isconnected to shaft 436. Flange 438 is connected to tail surfaceactuators 136. Shaft 426 and shaft 436 are concentrically aligned andshare central longitudinal axis 403. Rudder 408 and rudder 410 extendgenerally vertically from fuselage 102 in a direction generally parallelwith third axis 114. Shaft 426 passes through hole 444 in fuselage 102.Shaft 426 is removably connected to base 440. Base 440 is mounted toshaft 436. Rudder 408 and rudder 410 are connected to a single tailsurface actuator 136 via shafts 426, 436 and flange 438. Rudder 408 andrudder 410 move in unison when flange 438 is acted on by a tail surfaceactuator.

Referring to FIG. 6, rudder 408 is removably connected to rudder 410with twist lock mechanism 600. Twist lock mechanism 600 includes shaft426 of rudder 408, base 440, and spring 442.

Shaft 426 is a hollow cylinder including open end 601 opposite closedend 603. Frame 422 is mounted to closed end 603. Channel 602 is formedin the side surface of shaft 426. Channel 602 includes mouth 604beginning at open end 601. Mouth 604 leads to vertical channel 606.Vertical channel terminates at corner 608. Horizontal channel 610extends from corner 608 to corner 612. Lock channel 614 extends fromcorner 612 to end 616. Lock channel 614 is generally verticallyoriented. In the interest of clarity, channel 602 is described hereinwith the understanding a similarly configured channel to channel 602 mayformed in an opposite side surface of shaft 426.

Base 440 is mounted to shaft 436 of rudder 410. Flange 438 is connectedto base 440 and/or shaft 436. Base 440 is a cylinder including surface620. Stanchion 622 extends from surface 620 and is sized to engage theinterior of shaft 426. Stanchion 622 fitted within the interior of shaft426 concentrically aligns shaft 426 with base 440. Tangs 624, 625 extendhorizontally from stanchion 622. Tangs 624, 625 are sized to engagechannel 602. In the event shaft 426 includes only a single channel 602,only a single tang 624 or 625 is present. Alternatively, tangs 624, 625may extend from shaft 426 and channel 602 may be formed in base 440.Stanchion 622 is a cylinder including surface 626. Post 628 extends fromsurface 626. Post 628 includes central longitudinal axis 630. Stanchion622 and post 628 are concentrically aligned around central longitudinalaxis 630. Post 628 supports spring 442. Spring 442 biases shaft 426 awayfrom base 440 in direction 632 generally parallel with centrallongitudinal axis 630. Spring 442 may be a coil spring. Alternatively,spring 442 may be any elastic member capable of opposing compressiveforces. Spring 442 abuts surface 626 and closed end 603.

As illustrated in FIGS. 7-9, twist lock mechanism 600 is used toremovably secure rudder 408 to rudder 410 without disassembling fuselage102. To install rudder 408 to rudder 410, shaft 426 passes through hole444. Post 628 and spring 442 enter open end 601. Tang 624 enters channel602 at mouth 604. Downward pressure on shaft 426 in direction 702compresses spring 442 between closed end 603 and surface 626 as tang 624moves through vertical channel 606. Stanchion 622 centers shaft 426 onbase 440. As shown in FIG. 7, downward movement of shaft 426 indirection 702 ceases as tang 624 reaches corner 608.

Rotational movement of shaft 426 in direction 704 moves tang 624 throughhorizontal channel 610 in direction 706. As shown in FIG. 8, rotationalmovement of shaft 426 in direction 704 and movement of tang 624 throughhorizontal channel 610 in direction 706 ceases when tang 624 reachescorner 612.

Release of downward pressure on shaft 426 in direction 702 causes spring442 to expand and moves shaft in direction 708 and moves tang 624through lock channel 614 in direction 710. As shown in FIG. 9, movementof shaft 426 in direction 708 and movement of tang 624 in direction 710through lock channel 614 ceases when tang 624 reaches end 616.

In order to remove rudder 408 from attachment to rudder 410, theattachment process is repeated in reverse. It is understood that whentang 625 is present, tang 625 moves similarly through a similar channelformed in an opposite side of shaft 426 during the attachment andrelease of rudder 408 to and from rudder 410.

In operation, UAV 100 may be initially stored in a small box, backpack,or sack with rudder 408 unattached to rudder 410. Once UAV 100 isremoved from storage, twist lock mechanism 600 may be used to removablyattach rudder 408 to rudder 410 and a desired configuration of initialoperation can be selected, namely, airplane mode or helicopter mode. Insome cases, a mode of operation in between airplane mode and helicoptermode may be selected as an initial operation. In cases where an initialmode of operation in helicopter mode is desired, PCS 116 may controlacceleration of rotor system 140 and UAV 100 may take flightsubstantially vertically. After taking off in helicopter mode, FCC 126of PCS 116 may cause actuation of wing actuator 120 to deploy wings 104.With wings 104 deployed, FCC 126 may control rotor system 140 to pullUAV 100 into the airplane mode from the helicopter mode. In some cases,UAV 100 may be launched from a first location in the helicopter mode,convert midair to the airplane mode, fly to a new location (in somecases at least partially guided by GPS coordinates interpreted by GPScomponents 130), and subsequently reconvert to helicopter mode at thenew location.

While at the new location, UAV 100 may utilize onboard equipment, suchas, but not limited to, payload 134 cameras to conduct surveillance andrecord and/or transmit information regarding the surveillance usingwireless communication components 132. After conducting the surveillanceor otherwise completing a mission at the new location, UAV 100 may onceagain convert to airplane mode and selectively return to the site of thelaunch and/or any other desired location within the range of UAV 100.Alternatively, UAV 100 may be launched in airplane mode and mayselectively switch between modes of operation as desired or necessary.

In some cases, an example of a necessary switch from airplane mode tohelicopter mode may be in response to flight sensors 128 providingfeedback to FCC 126 regarding gusts of wind, heavy rainfall, and/orother environmental flight encumbrances that are determined to preventsuccessful, safe, and/or efficient flight between locations. In responseto undesirable flight conditions, the UAV 100 may convert to helicoptermode and automatically land itself upright on tail surfaces 106. Oncethe FCC 126 determines sufficiently favorable flying conditions, the UAV100 may launch itself using helicopter mode and again convert toairplane mode to continue travelling to a desired location.

The term “substantially” is defined as largely but not necessarilywholly what is specified (and includes what is specified; e.g.,substantially 90 degrees includes 90 degrees and substantially parallelincludes parallel), as understood by a person of ordinary skill in theart. In any disclosed embodiment, the terms “substantially,”“approximately,” “generally,” and “about” may be substituted with“within [a percentage] of” what is specified, as understood by a personof ordinary skill in the art.

The foregoing outlines features of several embodiments so that thoseskilled in the art may better understand the aspects of the disclosure.Those skilled in the art should appreciate that they may readily use thedisclosure as a basis for designing or modifying other processes andstructures for carrying out the same purposes and/or achieving the sameadvantages of the embodiments introduced herein. Those skilled in theart should also realize that such equivalent constructions do not departfrom the spirit and scope of the disclosure, and that they may makevarious changes, substitutions and alterations herein without departingfrom the spirit and scope of the disclosure. The scope of the inventionshould be determined only by the language of the claims that follow. Theterm “comprising” within the claims is intended to mean “including atleast” such that the recited listing of elements in a claim are an opengroup. The terms “a,” “an” and other singular terms are intended toinclude the plural forms thereof unless specifically excluded.

What is claimed is:
 1. An aerial-vehicle rudder-connection apparatuscomprising: a rudder; and a twist lock; wherein the twist lock isoperable to removably connect the rudder to an aerial vehicle; andwherein the twist lock is biased in a locked position by an elasticmember.
 2. The aerial-vehicle rudder-connection apparatus of claim 1,wherein the twist lock comprises: a shaft extending from one of therudder and the aerial vehicle, the shaft comprising a hollow interior; abase connected to the other of the rudder and the aerial vehicle, thebase comprising a post; a channel formed in one of the shaft and thebase; a tang extending from the other of the shaft and the base; andwherein in the locked position the base is disposed in the hollowinterior, the tang is disposed in the channel, and the elastic member issupported by the post.
 3. The aerial-vehicle rudder-connection apparatusof claim 1, wherein the twist lock comprises: a stanchion extending froma base and engaged with a hollow shaft; wherein the hollow shaft isbiased from the stanchion by the elastic member; and a tang extendingfrom one of the stanchion and the hollow shaft and engaged with achannel formed in the other of the stanchion and the hollow shaft. 4.The aerial-vehicle rudder-connection apparatus of claim 1, wherein thetwist lock comprises: a stanchion extending from a base and engaged witha hollow shaft; a tang extending from the stanchion and engaged with achannel formed in the hollow shaft; and wherein the tang is biased to anend of the channel by the elastic member.
 5. The aerial-vehiclerudder-connection apparatus of claim 1, wherein the twist lockcomprises: a shaft connected to one of the rudder and the aerial vehicleand having a hollow interior extending from an open end to a closed end;a channel formed in the shaft, the channel comprising a first legextending in a first direction from a mouth at the open end to a firstcorner, a second leg extending in a second direction from the firstcorner to a second corner, and a lock leg extending in a third directionfrom the second corner to a channel end; a base including a tang;wherein the base is engaged with the shaft; and wherein the tang isbiased to the channel end by the elastic member.
 6. The aerial-vehiclerudder-connection apparatus of claim 1, wherein the twist lockcomprises: a cylindrical shaft connected to the rudder; a base connectedto a second rudder; and wherein the elastic member abuts the cylindricalshaft and the base.
 7. The aerial-vehicle rudder-connection apparatus ofclaim 1, wherein the elastic member is a coil spring.